Magnet-power-transmission gearing



Apnl 5, 1927. J. G. FRANK MAGNET POWER TRANSMISSION GEARING Filed April 1, 1925 ill Patented Apr. 5, 1927.

I UNITED STATES JOHN G. FRANK, F BUFFALO, NEW YORK.

MAGNET-POWER-TRANSMISSION GEABING.

Application filed April 1, 1925. Serial No. 19,828.

This invention relates to a magnetic power transmission gearing which is more particularly designed for use in automobiles although the same may also be used to advantage in other installations.

In magnetic power transmission gearing, as heretofore constructed, the increase in speed has been effected by a manually operated variable resistance whereby the transmission of power which started at the lower speedwas gradually increased by cutting out the resistance so that the highest speed was obtained when the greatest amount of resistance had been cut out.

It is the object of this invention to provide automatically operated means whereby the starting of the transmission from the j driving to the driven elements is effected while the maxlmum resistance is cut into the circuit of the armature forming part of the electric coupling so that the greatest slippage occurs at this time between the field magnet and the armature and the power is transmitted at the lowest. rate and thereafter this resistance is gradually cut out auto matically so that the slippage is reduced until the field magnet obtains the maximum pull on the armature and transmits power at the highest rate of speed. By this means it is possible to reach the transmission of speed at the highest rate more rapidly and enables an automobile to get away or pick up more quickly than has been possible heretofore.

In the accompanying drawings:

Figure l, is a diagrammatic plan view of my invention embodied in the, driving mcchanism of an automobile.

Figure 2, is a longitudinal section, on an enlarged scale, of the automatic controlling portion of the speed transmission mechanism.

Figure 3, is a cross section taken on line ;-;3, Fig. 2.

Similar characters of reference indicate like parts throughout the several views.

In the accompanying drawings the numeral represents a prime mover of any suitable character such as a gas engine. 11 the crank or power shaft of the engine which in the present instance forms the main driving shaft, 12 an intermediate driving shaft which may be connected or disconnected with the main shaft 11 by a manu ally operated clutch 13 of any suitable construction, and 14 the driven main or transmission shaft which is adapted to be coupled with the driving shaft and from which power is transmitted in any approved manner to the particular parts which are to be driven.

Between the intermediate driving shaft and the driven transmission shaft is arranged a magnet coupling or electric transmission device of any usual and well knownconstruction and which consists essentially of an armature 15 secured to the driven shaft 14, and a field magnet 16 arranged externally of the armature and mounted on the intermediate shaft. The strength of this coupling is controlled by a variable resistance 17 having one end connected with one of the brushes 18 of the armature and provided with a plurality of contacts 19 on different sections of its resistance elements, and a movable contact 20 having preferably the form of a lever which traverses the'fixed contacts 19 and is connected with the other brush 18 of the armature as indie ted diagrammatically in Fig. 1,

Upon closing the clutch 13 when the engine is runnin the field magnet will be rotated around tie armature and the latter will be pulled around by the field magnet in accordance with the resistance which is included in the circuit of the armature. When the maximum resistance is included in the armature the slippage of the field magnet around the armature is greatest and the lowest speed is imparted to the driven shaft by the driving shaft. But when the resistant-e is grai'lually cut out of the armature the grip of the field magnet on the armature becomes progressively more powerful and thus increases the speed of the driven shaftaccordingly.

If desired a speed reversing gear 21 may be arranged in a part of the driving line, for example, in the intermediate driving shaft, which permits of turning the driven shaft either forwardly or backwardly or stopping the same while the driving shaft is turning continuously in the same direction.

Although my invention may be variously organized the form shown in the drawings, for example, is. suitable for accomplishing the purpose and as there shown the same is constructed as follows The numerals 22, 23 represent driving and driven controller shafts which are preferably arranged end to end and parallel with the driving and driven transmission shafts, and which may be journaled in bearings 24,

with the main driving shaft and at its oppocal site end by intermeshing bevel gear wheels 28 with the driving controller shaft. In like manner motion is transmitted from the driven transmitt'ng shaft 14 to the driven controller shaft 23 by a transver e shaft 29 connected at one end by intermcshing bevel gear wheels 30 with the driven shaft and at its other end by intermeshing bevel gear wheels 31 with the driven controller shaft.

At opposite extremities of the driving and driven controller shafts the latter have affixed thereto collars 32, 33 which turn with these shafts and are incapable of moving lengthwise thereon;

Slidable lengthwise on the opposing ends of the controller shafts are driving and driven shifting sleeves 34. 35, which are compelled to move lengthwise together but are capable of turning independently of each other. This is accomplished in the present instance by a shouldered annular neck 36 on the driven shifting sleeve engaging with an undercut annular socket 37 on the driving shifting sleeve, as shown in Figs. 2 and 3. If desired the driving shifting sleeve may be splined on the driving controller shaft, as shown at 38 and the driven shifting sleeve may be splined on the driven controller shaft, as shown at 39, so that each of these sleeves'is compelled to turn with its respective shaft. The longitudinal movement of these shifting sleeves is preferably limited by engagement of the front and rear ends of the same with stops or collars 40, 41, arranged on the driving or driven controller shafts. The longitudinal movement of the driving sleeves is transmitted to the contact lever of the resistance by a 'pin 42 supported by means of a band 43 on the driving shifting sleeve and engaging with a slot 44 on the inner arm of the resistance contact lever.

The numerals 45, 45 represent a pair of driving governor weights movable laterally from opposite sides of the driving controller shaft under centrifugal force and each pivotally connected by a front link 46 with the respective longitudinally immovable collar 32 on the companion driving controller shaft, and also pivotally connected by a rear link 47 with the respective driving shifting sleeve.

The numerals 48, 48 represent a pair of driven governor weights movable laterally from opposite sides of the driven controller shaft by centrifugal force and each pivotally connected by a front link 49 with the driven shifting sleeve and pivotally connected by a rear link 50 with the driven collar 33 on the last mentioned shaft.

When the engine is at rest and the same is disconnected from the elements to be driven the several parts of the transmission mechanism are in the position indicated by full lines in Figs. 1 and 2. As there shown the clutch 13 is open or uncoupled, the lever of the gear shift is in neutral, the driving governor weights are moved into their outermost position and the driven governor weights are in their innermost position, whereby the resistance lever is moved into a position in which the greatest resistance is cut into the armature of the magnetic coupling.

The movement of the governor mechanism in this direction is limited by enga ement of the driving shifting sleeve 34 wlth the front stop 40 on the front or driving controller shaft 22. The engine is now started, the clutchis closed or coupled and the gear shift is adjusted according to whether the. elements to be driven should be moved forwardly or backwardly.

Upon starting the engine the field magnet slips most freely around the armature inasmuch as the maximum resistance is included in the latter at this time and causes the field magnet to obtain only a slight magnetic grip or hold on the armature, whereby the driven shaft 14 is only turned slowly during the initial turning movement of the driving shaft. At this time the driving controller shaft and the driven controller shaft are also turned but the formerturns somewhat faster than the latter. After the driven main shaft 14 and the driven controller shaft have begun to turn the driven governor weights be in to move radially outward under centri ugal force whereby the governor weights of the drivin controller shaft commence to move inwar ly, thereby causing the shifting sleeves to be moved longitudinally rearward and shift the resistance lever so that some of the variable resistance is cut out. The instant this occurs the slippage of the field magnet on the armature is decreased owing to the increased grip of the field magnet on the armature. The result is that the driven controller shaft is rotated faster and the driven governor weights are thrown out farther and the driving governor weights are drawn inwardly to a greater extent by the increased rearward movement of the shifting sleeves connected with the adjacent links of these weights. Accordingly the resistance lever is moved further in the direction for cutting out more of the resistance, thereby in turn increasing the pulling effect of the field magnet on the armature and as a consequence still further increasing the speed of the driven controller shaft. This increases the outward throw of the driven governor weight and a corresponding inward throw of the driving governor weights so that a reduction in the same measure of the resistance or rheostat in the armature is effected. This operation continues "until the position of the two sets of governor weights has been equalized or substantially so, as shown by dotted lines in Fig. 2, at which time the maximum resistonce has been cut ontof the armature and the field magnet obtains a grip on the armature which causes the main driving shaft to turn the main driven shaft at nearl the same speed, the onl difference being no to a slight slip age 0 the field magnet on the armature. 'i he movement of the governor mechanism in this direction is limited by engagement of the driven shifting sleeve 35 with the rear stop 41 on the driven controller shaft 23. liy this means it is possible to effect a .quick but gradual pick up or get away in the speed of the driven element im mediately after starting the engine and throwing in the clutch without any straining of parts or clashing and wearing of gearings.

If it is desired at any time to increase the speed in case the prime mover is a gas engine, all that is necessary is to set the throttle according to the speed desired, which will speed up the engine shaft and cause the magnetic drive to rotate the driven clement faster in proportion.

In order to effect a quick get away or to effect a hard pull. the clutch is first released to permit the engine to speed up and throw the driving governor weights outwardly and .cutting in more resistance in the armature,

without cutting down road speed in case of an automobile.

Upon quickly letting in the clutch after the engine has been thus speeded up the driven governor 'weights will immediately operate the rheostat lever to cut out the resistance and restore the parts to full drive position and maintain the parts in this position. I

This method of operation therefore .re-

scn'lbles the method of slipping the clutch in an ordinary drive mechanism for the purpose of permitting the engine to gain speed and then letting in the clutch gradually so that the automobile will be propelled at the same speed as the engine.

tively connected with said driven shaft,

means for automatically controlling the picking up effect of said field magnet on said armature including a driving controller shaft operatively connected with the main driving shaft and a driven controller shaft operatively connected with said main driven varying said resistance by motion derived from said governor members.

2. A magnetic driving mechanism comprising a main driving shaft, a main driven shaft, a magnetic coupling interposed between said' driving and driven shafts including a field magnet operatively connected with said driving shaft and an armature operatively connected. with said driven shaft,

means for automatically controlling the picking up effect of said field magnet on said armature including a variable resistance having a plurality of contacts and connected with one brush of said armature and a resistance cut-out lever adapted to engage one or another of said contacts and connected with the other brush of said armature, a driving controller shaft which is operatively connected with said main driving shaft and a driven controller shaft which is operatively connected with said main driven shaft, driving and driven shifting sleeves connected with said resistance lever and movable in unison lengthwise of said controller shafts but capable of rotating independently of each other, a driving governor weight movable radially relatively to the driving controller shaft, a link connecting said driving governor weight with a fixed part of said driving controller shaft, a link connecting said driving governor weight with said driving shifting sleeve, a driven governor weight movable radially relatively to the driven controller shaft, a link connerting said driven governor weight. with a fixed part of said driven controller shaft, and a link connecting said driven governor weight with said driven shifting sleeve.

3. A magnetic driving mechanism comprising a main driving shaft, a main driven shaft, a magnetic coupling interposed between said driving and driven shafts including a field magnet operatively connected with said driving shaft and an armature operatively connected with said driven shaft, means for automatically controlling the picking up effect of said field magnet on said armature, including a variable resistance having a plurality of contacts and connected with one brush of said armature and a resistance cut-out lever adapted to engage one or another of said contacts and connected with the other brush of said armature, a driving controller shaft which is operatively connected with said main drivon said driven controller shaft and ing shaft and a driven controller shaft which is operatively connected with said main driven shaft,driving and driven shifting sleeves connected with said resistance lever and movable in unison lengthwise of said controller shafts but capable of rotating independently of each other, a driving governor weight movable radially relatively to the riving controllershaft, a link connecting said drivin governor weight with a fixed part of said driving controller shaft, alink connecting said driving governor weight with said driving shifting sleeve, a driven governor weight movable radially relatively to the driven controller shaft, a link connecting said driven governor weight with a fixed part of said driven controller shaft, a link connecting said driven governor weight with said driven shifting sleeve, an intermediate driving shaft geared at its opposite ends to said main driving shaft and said driving controller shaft, and an intermediate maindriven shaft geared at its 0 posite ends to said main driven shaft and the driven controller shaft.

4. A magnetic driving mechanism comprising a main driving shaft, a main driven shaft, a magnetic coupling interposed between said driving and driven shafts including a field magnet operatively connected with said driving shaft and an armature operatively connected with said driven shaft, means for automatically controlling the picking up effect of said field magnet on said i nected with said resistance lever and movable in unison lengthwise of said controller shafts but capable of rotating independently of each other, a driving governor weight movable radially relatively to the driving controller shaft, a link connecting said'dri'vinggovernor weight with a fixed part of said driving controller shaft, a link connecting said driving governor weight with said driving shifting sleeve, a driven governor weight movable radially relatively to the driven controller shaft, a link connecting said driven governor weight with a fixed part of said driven controller shaft, a link connecting said driven governor weight with said driven shifting sleeve, said driving shaft being constructed in sections, and a manually operable clutch for connecting and disconnecting the sections of said driving shaft.

JOHN G. FRANK. 

